Method of manufacturing chilled car-wheels



(No Model.)

R. W. OSWALD. METHOD OF MANUFAGTURING OHILLED'OAR WHEELS.

No. 422,435. Patented Mar. 4, 1890.

UNITED STATES PATENT OFFICE.

RICHARD W. OSVVALD, OF BLQOMSBURG, PENNSYLVANIA.

METHOD OF MANUFACTURING CHlLLED CAR-WHEELS.

SPECIFICATION forming part of Letters Patent No. 422,435, dated March 4,1890.

Application filed September 6, 1889. Serial No. 323,190. (No model.)

To all whom it may concern:

Be it known that I, RICHARD W. OSWALD, a citizen of the United States,residing at Bloomsburg, in the county of Columbia and State ofPennsylvania, have invented certain new and useful Improvements inMethods of Manufacturing Chilled Gar-Wheels; and I do hereby declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same.

My invention relates to the molding and casting of car-wheels in suchmanner as to produce a chilled tread on the same and leave unchilled aportion of the flange and the felly or rim, and to means by which suchresult is .very cheaply and speedily effected, as will be hereinafterdescribed and claimed.

In the accompanying drawings, Figure 1 is a vertical central section ofa wheel-pattern, a chill-ring, an upper cope, the molding-sand, andcentral cone, as they appear before the wheel-pattern is removed. Fig. 2is a top View of the chill-ring and the wheel=-pattern as they appearafter the molding-sand has been rammed under and between the wheelspokesup to the'surfaoes of the same and before the cope is placed upon thechill-ring.

The letterA represents a sand foundation; B, a chill-ring; O, awheel-pattern; D, a cope, and .E a core. The sand foundation A consistsof a layer of molding-sand spread about one inch high over theground ofthe foundry. Upon this sand foundation the chill-ring B, ordinarily ofcast-iron, is set. Thischill-ring has its inner surface so shaped as toproduce the wearing or wheehtread surface of the carwheel. This treadextends a suitable distance between the center of the wheel-flange b andthe inner face of the rim or felly c say from b to b' and surrounds thewheelpattern C, leaving an annular portion 0 of the wheel-felly c andanother annular portion 0 of the outer flange-surface exposed to thesurrounding molding-sand. Opposite the portion 0' an annular depresslon1931s formed in the upper surface of the chillring B, said depressionhaving an outward beveled annular shoulder I). This shoulder,preferably,

described.

ing.

is poured into the mold. The shoulder b is in about the same line as theedge or dividing-line Z) of the wheel-flange, and the space between thesame is filled with molding-sand, as shown. Upon the chill-ring B thecope D is placed and held in position by means of an inner flange (1,.formed on the cope, and two or more dowel-pins b fastened in thechillring and fitted into holes in the said flange.

When a car-wheel is to be cast, the moldingsand is first spread over theground, as above Upon this sand foundation the chill-ring B is firmlyset. Then the wheelpattern 0 is inserted into the chill-ring. Then theannular space 12 between the shoulder b and wheel-flange is filled withmolding-sand, which is firmly rammed down into it. the spaces betweenthe spokes are filled with 1nolding-sand and the same firmly tuckedaround the hub 0 rim c, and under and between the spokes, and made evenwith their upper surfaces. Upon the thus -prepared lower mold themolding-sand of the upper mold is laid after the cope D has been placedupon the chill-ring, as above described. This sand is firmly tamped inbetween the cope D, upon the spokes c and around and upon the hub 0 Theusual air and gas vents are then made in the sand, and the cope D, withits mold, is then removed, the wheel-pattern 0 taken away, center core Eput in place, and finally the cope D replaced upon the chillring,whereupon the mold is ready for east- When the molten metal is pouredinto the mold, the portion 0 is filled up in the be- Then ginning, andas the metal rises and comes in contact with the chill ring B itscontact-surface becomes chilled and extremely hard to a certain depth,about as much of it as is indicated by cross-lines in Fig. l of thedrawings. Rising above the level of the chill-ring the molten metalcomes in contact with the sand held in the annular depression b andthere cools slowly, and while so cooling retains its qualities oftoughness at the points where it meets with the sand of the mold. Whenfinished, the tread of the wheel from c to c will be found chilled,while the remaining portion of the same is not chilled.

Steel wheels could be molded and cast in the described manner and withthe same re sult as to greater hardness at the wheel-tread.

I am aware that attempts have been made to accomplish what I havesucceeded perfectly in doing--that is, the flange of a carwheel outsideits tread has been molded in sand for the purpose of rendering ittougher and softer than the tread-but in such cases the sand below therim or parting-line of the flange has been confined between thechillring and an annular ring or lid fastened to the chill-ring on orabout a level with the dividing-line of the flange, (indicated in mydrawings at If.) This lid or ring produces an annular chill upon theflange, whereby the flange is rendered liable to crack or break whengoing over crossings, frogs, or any other obstruction along the track,and therefore it comes short of a complete success. Other constructionshaving a sand groove in the top portion of the chill-ring produce thesame objectionable result, while in my improved wheel-mold thisobjection is entirely obviated. The defects in the constructionsmentioned result from the ordinary imperfect method of molding with theaid of two copes. In this method the wheel is partly molded from oneside in one of the copes and the chillring united. Then the cope andchill-ring,

with mold and wheel-pattern, are turned over, theother cope secured tothe chill-rin g, and the mold finished on the outer side of the wheel.It is easily seen that were my mold turned over for a similar purposethe sand in the depression b would drop out of it and the mold would bespoiled. It is also evident that with a mold which requires only onecope and is not turned over while being made the casting operation canbe accomplished in much less time than with molds of the kind mentioned,and such molds do not require very skilled persons to manipulate them,and the cost of the chill-wheels is very much less.

What I claim is The within'described method of molding and castingcar-wheels with chilled tread and unchilled flange, consisting in firstforming a fixed lower sand-mold section by setting a chill-ring upon afixed sand foundation, inserting the wheelpattern from above downwardlyinto the same, filling an annular de pression in the upper surface ofthe chill-ring up to the edge of the flange with sand, and molding thesand between the hub and rim of the wheel-pattern; second, in forming aremovable upper sand-mold section by setting upon the chill-ring a copeand covering the remaining portion of the wheel-pattern within the copewith rammed sand; .third, removing the cope and the wheel-pattern,reuniting the two mold-sections, and pouring the metalinto the same,substantially as described.

In testimony whereof I hereunto aflix my signature in presence of twowitnesses.

RICHARD IV. OSlVATJ).

\Vitnesses:

E. 0. Terms, R. I ANGELL.

